CN111971213B

CN111971213B - Hydraulic brake system for motor vehicle

Info

Publication number: CN111971213B
Application number: CN201980025190.3A
Authority: CN
Inventors: N·艾尔福德; A·马克思
Original assignee: Zf Active Safety Co ltd
Current assignee: Zf Active Safety Co ltd
Priority date: 2018-04-12
Filing date: 2019-04-11
Publication date: 2023-01-10
Anticipated expiration: 2039-04-11
Also published as: DE102018003001A1; CN111971213A; US11820342B2; WO2019197550A1; US20210031741A1

Abstract

The invention relates to a hydraulic motor vehicle brake system comprising a first sensor device, a first functional unit, a second functional unit and a switching device. The first functional unit comprises at least one first electric brake pressure generator by means of which a brake pressure can be generated at the respective wheel brake, and a first control system which is designed to control the at least one first electric brake pressure generator on the basis of a sensor signal of the sensor device. The second functional unit comprises at least one second electric brake pressure generator by means of which brake pressures can be generated correspondingly on a subset of the wheel brakes, and a second control system which is designed to control the at least one second electric brake pressure generator on the basis of the sensor signals in the event of a failure of the first functional unit. The first switching device is designed to selectively couple the first sensor device to the first control system or the second control system depending on the functionality of the first functional unit.

Description

Hydraulic brake system for motor vehicle

Technical Field

The present invention generally relates to the field of motor vehicle braking systems. A hydraulic motor vehicle brake system and method of operating the same are described.

Background

A conventional hydraulic motor vehicle brake system using a brake-by-wire (BBW) principle includes an electric brake pressure generator that generates brake pressure at wheel brakes in a normal braking mode. To achieve this, the vehicle deceleration required by the driver at the brake pedal is detected by a sensor and converted into an activation signal for the electric brake pressure generator.

In order to be able to build up brake pressure at the wheel brakes even in the event of failure of the electric brake pressure generator, hydraulic brake systems using the BBW principle usually also comprise a master cylinder, by means of which hydraulic fluid can also be delivered to the wheel brakes. In the normal braking mode, the brake pedal is decoupled from the master cylinder, or the master cylinder is decoupled from the wheel brakes. In this case, the brake pressure is established only by the electric brake pressure generator. In contrast, during the emergency braking mode, i.e. for example in the event of failure of the electric brake pressure generator, the uncoupling is cancelled. In this case, the driver himself generates brake pressure at the wheel brakes by means of a brake pedal acting on the master cylinder.

The emergency braking mode is also referred to as a push-to (PT) mode, since the brake pedal is decoupled from the master cylinder or the master cylinder is decoupled from the wheel brakes. The opportunity provided for the driver to be able to build up brake pressure at the wheel brakes via the master cylinder in PT mode creates redundancy, which is essential in many cases for safety reasons.

Motor vehicle brake systems for autonomous or semi-autonomous driving must also be of redundant design. However, it cannot be assumed that the driver is also in the vehicle in such a situation (e.g., in remote parking (RCP) mode), or that the driver can immediately activate the brake pedal for PT mode (e.g., if the driver's line of sight avoids the road ahead). In other words, the driver does not exist as a redundant part of the brake pressure generation.

For this reason, it is required that the brake system comprises, in addition to the functional unit supplying the electrically actuable main brake function, a further functional unit which implements the electrically actuable auxiliary brake function in a redundant manner. The brake pedal and the brake master cylinder downstream thereof can then be retained or omitted depending on safety requirements.

Disclosure of Invention

The invention is based on the object of providing a hydraulic motor vehicle brake system which comprises two electric brake pressure generators in a redundant manner and which meets high safety requirements.

According to one aspect, a hydraulic motor vehicle brake system is provided, comprising a first sensor device, a first functional unit, a second functional unit and a switch device. The first sensor device is designed to generate a sensor signal. The second functional unit comprises at least one first electric brake pressure generator by means of which a brake pressure can be generated in each case at the wheel brake, and a first control system which is designed to actuate the at least one first electric brake pressure generator on the basis of the sensor signal. The second functional unit comprises at least one second electric brake pressure generator by means of which brake pressure can be generated in each case on a subset of the wheel brakes, and a second control system which is designed to actuate the second electric brake pressure generator in the event of a malfunction of the first functional unit on the basis of the sensor signal. The first switching device is designed to selectively couple the first sensor device to a first control system or a second control system depending on the functionality of the first functional unit.

The first switching device may be designed to couple the first sensor device to a second control system in case of a failure of the first functional unit. The first switching device may be designed to couple the first sensor device to the first control system when the first functional unit is free of faults or associated faults. The first switching device can therefore be designed as a switching device in order to switch between the coupling of the first sensor device to the first control system and the coupling of the first sensor device to the second control system. The switching may be performed in accordance with a switching signal. The switching signal may be generated by the first functional unit and/or the second functional unit and/or another component of the brake system. The switching signal may be generated in dependence of the functionality of the first functional unit detected by the first functional unit and/or the second functional unit.

The failure of the first functional unit may be a complete failure or a partial failure of the first functional unit. Thus, for example, the first electric brake pressure generator or another component of the first control system or of the first functional unit may fail. It is also conceivable that both the first electric brake pressure generator and the first control system are disabled at the same time. A failure of the first functional unit may be detected by the first functional unit itself and a signal sent to the second functional unit. Additionally or alternatively, the second functional unit may also be designed to detect a failure of the first functional unit.

The second functional unit may be designed to perform in a redundant manner a plurality or all of the brake pressure regulating functions that the first functional unit is capable of performing. Exemplary vehicle stability brake pressure adjustment functions that may be performed by the first functional unit and/or the second functional unit include one or more of the following functions: anti-lock braking system, traction control system, vehicle dynamic control system and automatic distance control. The second functional unit can also be designed to actuate the second electric brake pressure generator in the event of a failure of the first functional unit, as part of normal braking (also referred to as service braking), which is controlled in particular by the brake pressure.

The wheel brakes may include a front wheel brake and a rear wheel brake. The subset of the wheel brakes that the second electric brake pressure generator is capable of generating brake pressure under the respective conditions may be a proper subset or a non-proper subset of the wheel brakes that the first electric brake pressure generator is capable of generating brake pressure under the respective conditions. In the case of the non-proper subset, the second electric brake pressure generator is capable of generating brake pressures at all the wheel brakes under the respective conditions. In an exemplary proper subset, the subset of wheel brakes includes only front wheel brakes of the motor vehicle. Thus, in this example, the wheel brakes of the rear wheels are not included in the subset of wheel brakes.

The first functional unit may comprise a brake cylinder, which may be coupled to a brake pedal. Furthermore, the first functional unit may be provided with a hydraulic pressure switching device for selectively coupling the first brake pressure generator or the master cylinder to the at least one wheel brake.

The two functional units may be logically and/or physically separated from each other. At least some of the components of the functional units that are physically separated from one another can be accommodated in different housings or housing parts. The different housings or housing parts can be fastened directly to one another, i.e. at least approximately without play, and are therefore considered as two part housings of a superordinate overall housing.

The first control system and the second control system may be implemented by redundant microprocessors. In particular, the first control system and the control system may be implemented as separate control units each having an associated microprocessor.

According to an alternative embodiment, the wheel brakes, of which the first electric brake pressure generator is capable of generating brake pressure, include front wheel brakes and rear wheel brakes. According to this alternative embodiment, the subset of the wheel brakes that the second electric brake pressure generator is capable of generating brake pressure may include only the front wheel brakes (and not the rear wheel brakes). Additionally or alternatively, there are at least two electric parking brake actuators which are respectively only capable of generating a braking force at the front wheels or only at the rear wheels.

The first functional unit may comprise a first electronic module into which the first control system and the first switching device are integrated. The first electronic module may be formed by the control unit, and in particular by a circuit board of the control unit.

The brake system may further comprise a second switching device designed to couple said first sensor device to said second control system depending on the functionality of said first functional unit. The second switching device can in particular be designed to decouple the first switching device from the second control system given the functionality of the first functional unit. The second functional unit may comprise a second electronic module into which the second control system and the second switching device are integrated. The second control system and the second switching device may be integrated into a control unit of the second functional unit, in particular into a circuit board of the control unit.

The second switching device may also be a switching device, similar to the first switching device. The second switching device may be activated by the first or second functional unit or another component of the brake system.

The first switching device and/or the third switching device may be designed to selectively couple the first sensor device to the first power source or the second power source. Here, the third switching device may be integrated into the second electronic module. The third switching device may be the same as the second switching device.

A hard-wired cable may be provided that couples the first switch device to the second functional unit. The hard-wired cable can in particular couple the first switching device to a second switching device, which is designed as part of the second functional unit.

The sensor device may be designed to detect a parameter associated with the activation of the brake pedal. The first sensor device may therefore comprise, in particular, a brake pedal travel sensor. Alternatively, the first sensor arrangement may comprise at least one wheel sensor.

The first control system may be designed to actuate the first electric brake pressure generator based on the sensor signal so as to raise the hydraulic pressure generated in the master cylinder by the driver via the brake pedal. Additionally or alternatively, the second control system may be designed to actuate the second electric brake pressure generator based on the sensor signal in order to raise the hydraulic pressure generated in the master cylinder by the driver via the brake pedal.

The first control system may be designed to actuate the first electric brake pressure generator based on the sensor signal for vehicle stability brake pressure regulation. Additionally or alternatively, the second control system may be designed to actuate the second electric brake pressure generator based on the sensor signal for vehicle stability brake pressure regulation.

In general, the braking system may be designed to actuate the first or the second electric brake pressure generator using a sensor signal of the second sensor device instead of the sensor signal of the first sensor device in the event of a failure of the first switching device.

According to another aspect, a method for operating a hydraulic motor vehicle brake system is provided. The brake system comprises a sensor device designed to generate a sensor signal, and a first functional unit and a second functional unit. The first functional unit comprises at least one first electric brake pressure generator by means of which a brake pressure can be generated in each case at the wheel brake, and a first control system which is designed to actuate the at least one first electric brake pressure generator on the basis of the sensor signal. The second functional unit comprises at least one second electric brake pressure generator by means of which brake pressure can be generated in each case on a subset of the wheel brakes, and a second control system which is designed to actuate the at least one second electric brake pressure generator in the event of a malfunction of the first functional unit on the basis of the sensor signal. The method comprises the following steps: the sensor device is selectively coupled to the first control system or the second control system depending on the functionality of the first functional unit.

The method may comprise one or more further steps as described above and below.

A computer program product comprising program code for performing the method proposed herein when the program code is executed on a processor of a motor vehicle control unit is also provided.

There is also provided a motor vehicle control unit or control unit system (made up of a plurality of control units), wherein the control unit or control unit system has at least one processor and at least one memory, and wherein the memory comprises program code which, when executed by the processor, ensures that the steps of the method provided herein are performed.

Drawings

Further aspects, details, and advantages of the present invention will become apparent from the following description of exemplary embodiments with reference to the accompanying drawings, in which:

FIG. 1 illustrates an exemplary embodiment of a hydraulic motor vehicle braking system;

FIG. 2 shows a graphical representation of control aspects associated with the braking system according to FIG. 1; and is

Fig. 3 is a schematic view of EPB assisted braking.

Detailed Description

A hydraulic circuit diagram of a first exemplary embodiment of a hydraulic motor vehicle braking system 100 using the BBW principle is shown in fig. 1. The braking system 100 is designed to be suitable for autonomous or semi-autonomous driving.

As shown in fig. 1, the brake system 100 comprises a first functional unit 110, which provides an electrically actuable primary brake function, and a second functional unit 120, which implements an electrically actuable auxiliary brake function in a redundant manner. The first functional unit 110 is designed to build up brake pressures at the two front wheel brakes VL, VR and the two rear wheel brakes HL, HR of a two-axle motor vehicle, while the second functional unit 120 is designed to build up brake pressures only at the two wheel brakes VL, VR of the front wheels. In alternative exemplary embodiments, the second functional unit 120 may be designed to build up brake pressure only at two wheel brakes HL, HR of the rear wheels, at all four wheel brakes VL, VR, HL, HR, or at two diagonally opposite wheel brakes VL/HR or VR/HL.

The first functional unit 110 is designed to carry out wheel brake pressure regulation at one or more of the wheel brakes VL, VR, HL, HR, independently of the driver's braking intention. The second functional unit 120 may perform at least some of the wheel brake pressure regulating functions of the first functional unit 110 in a redundant manner at the wheel brakes VL and VR.

The two

functional units

110, 120 can be accommodated as separate modules in separate housing blocks. The first functional unit 110 may thus be constructed alone or in combination with the second functional unit 120, as desired.

As can also be inferred from fig. 1, the brake system 100 comprises two electric parking brake actuators EPB1, EBP2. In an exemplary embodiment, the first parking brake actuator EPB1 is associated with the left rear wheel, and the second parking brake actuator EPB2 is associated with the right rear wheel. In other exemplary embodiments, the parking brake actuators EPB1, EBP2 are associated with the front wheels. It is also possible to provide the parking brake actuator in each case at all four wheels. The parking brake actuators EPB1, EPB2 can be integrated in the structural unit together with the wheel brakes HL, HR.

Each parking brake actuator EPB1, EBP2 comprises an electric motor and a transmission downstream of the electric motor. The transmission converts the rotary motion of the electric motor into a translational motion of a brake piston of one of the wheel brakes HL, HR. In this way, it is possible to bring the brake piston against the associated brake disc in order to generate a braking force.

Referring to FIG. 1, the brake system 100 operates with hydraulic fluid that is partially stored in an unpressurized reservoir 122. The brake pressures at the wheel brakes VL, VR, HL, HR can be generated independently of one another by the first functional unit 110 and the second functional unit 120 by pressurizing hydraulic fluid.

The first functional unit 110 includes a first electric brake pressure generator 132 for the purpose of generating brake pressure autonomously in the BBW mode, semi-autonomously, or when requested by the driver at the brake pedal 130. In an exemplary embodiment, this brake pressure generator 132 comprises a double-acting cylinder/piston arrangement 134 using the plunger principle, which cylinder/piston arrangement has two cylinder chambers 136, 136' and a piston 138 movable therein. The piston 138 of the brake pressure generator 132 is driven by an electric motor 140 via a transmission 142. In the exemplary embodiment, transmission 142 is designed to convert the rotational motion of electric motor 140 into a translational motion of piston 138. In another exemplary embodiment, the brake pressure generator 132 may also be designed as a single-acting cylinder/piston arrangement with only one cylinder chamber.

Both cylinder chambers 136, 136' may be coupled to the reservoir 122 and to two brake circuits i and ii, wherein each brake circuit i and ii, in turn, supplies two wheel brakes VL, HR or VR, HL, respectively. The four wheel brakes VL, VR, HL, HR can also be assigned differently (for example diagonally) to the two brake circuits i.

In the present exemplary embodiment, two

valves

144, 146 connected in parallel and activated by electromagnets are associated with the electric brake pressure generator 132. According to the dual action principle, the valve 144 serves to fluidly couple one of the chambers 136, 136 'to the two brake circuits i.and ii in each case, while the other of the chambers 136, 136' draws hydraulic fluid from the reservoir 122. The optional valve 146 may be actuated in conjunction with draining or other operation of the hydraulic system. In the inactive (i.e., electrically unactuated) state, the

valves

144, 146 assume the basic positions shown in FIG. 1. This means that valve 144 assumes its flow-passing position and valve 146 assumes its blocking position, so that when piston 138 performs a forward stroke (to the left in fig. 1), hydraulic fluid is forced out of front chamber 136 into both brake circuits i. In order to force hydraulic fluid out of the rear chamber 136' into both brake circuits i.e. and ii when the piston 138 performs a backward stroke (to the right in fig. 1), it is only necessary to actuate the valve 144, i.e. to switch to its blocking position.

To generate brake pressure in the PT mode, the first function unit 110 further includes a master cylinder 148 that is activated by the driver via the pedal 130. The master cylinder 148 in turn comprises two chambers 150, 150', wherein the first chamber 150 is coupled to the first brake circuit i, and the second chamber 150' is coupled to the second brake circuit ii.

Pressurized hydraulic fluid may be supplied to both brake circuits i.and ii by master cylinder 148 (in a manner that is redundant to electric brake pressure generator 132). For this purpose, two

valves

152, 154 are provided, activated by electromagnets, which in the inactive (i.e. electrically unactuated) state assume the basic position shown in fig. 1. In these basic positions, the

valves

152, 154 couple the master cylinder 148 to the wheel brakes VL, VR, HL, HR. Therefore, even in the event of a failure of the energy supply device (and accompanying failure of the electric brake pressure generator 132), the driver can build up hydraulic pressure at the wheel brakes VL, VR, HL, HR (PT mode) by the brake pedal 130 acting on the master cylinder 148.

In contrast, in BBW mode,

valves

152, 154 are switched such that master cylinder 148 is fluidly decoupled from both brake circuits i.and ii, while electric brake pressure generator 132 is coupled to brake circuits i.and ii. When the master cylinder 148 is decoupled from the brake circuits i.and ii, the hydraulic fluid which is forced out of the master cylinder 148 when the brake pedal 130 is activated is therefore not conveyed into the brake circuits i.and ii, but rather into the simulator 160 via a two-position two (2/2) way valve 156 activated by an electromagnet and via a throttle 158. In its electrically unactuated, base position in the BBW mode, the valve 156 assumes the position shown in fig. 1, in which the master cylinder 148 is decoupled from the simulator 160 so that hydraulic fluid can be delivered into the brake circuits i.

The simulator 160 is configured to communicate familiar pedal feedback behavior to the driver when the master cylinder 148 is hydraulically decoupled from the brake circuits i. To be able to receive hydraulic fluid from the master cylinder 148, the simulator 160 includes a cylinder 162 in which a piston can be displaced against a spring force.

In its non-electrically actuated basic position according to fig. 1, a further two-position two (2/2) way valve 166, activated by an electromagnet, between the master cylinder 148 and the reservoir 122, enables hydraulic fluid from the reservoir 122 into the master cylinder 148 in the PT mode. In contrast, the valve 166 in its electrically actuated position decouples the master cylinder 148 from the reservoir 122.

In other exemplary embodiments, the functional decoupling of the brake pedal 130 from the wheel brakes VL, VR, HL, HR can also be achieved by connecting cylinders on which the brake pedal 130 can act upstream of the master cylinder 148. In the BBW mode, the cylinder is coupled to the simulator 160 via the valve 156 and the throttle 158, and in the PT mode, to the master cylinder 148.

The hydraulic coupling of the wheel brakes VL and VR is determined by two-position two (2/2)

way valves

170, 172, 174, 176 or 170', 172', 174', 176', which are activated by electromagnets and assume the basic position shown in fig. 1 in the inactive (i.e. not electrically actuated) state. This means that

valves

170, 174 or 170', 174' each assume their flow-passing position and

valves

172, 176 or 172', 176' each assume their blocking position. Since the two brake circuits i.and ii.are designed symmetrically, a description of the components associated with the second brake circuit ii.and the wheel brakes HL and HR is omitted here and in the following.

As shown in fig. 1, the second functional unit 120 is arranged in the fluid path between the

valves

174, 176 and the wheel brakes VL (and for symmetry reasons, the same applies to the wheel brakes VR). In case of full functionality of the first functional unit 110 and/or in PT mode, the second functional unit 120 assumes the current-passing position. This means that the hydraulic fluid emerging from the first functional unit 110 can be transferred unhindered to the wheel brakes VL, VR. Thus, in order to perform normal braking, in the basic position of the

valves

170, 172, 174, 176 shown in fig. 1, there is a direct hydraulic connection between the electric brake pressure generator 132 on the one hand (or, depending on the position of the

valves

152, 154, the master cylinder 148) and the wheel brakes HL and VL of the first brake circuit I on the other hand (the same applies to the wheel brakes HR and VR of the second brake circuit II).

The two

valves

170 and 172 form a valve arrangement associated with the wheel brake HL, while the two

valves

174 and 176 form a valve arrangement associated with the wheel brake VL. The second functional unit 120 is therefore arranged downstream of the

valve arrangements

174, 176 from the point of view of the electric brake pressure generator 132 and is connected between this

valve arrangement

174, 176 and the associated wheel brake VL.

As explained below, the two

valve arrangements

170, 172 or 174, 176 associated with the wheel brakes HL and VL, as well as the brake pressure generator 132, are each designed to be actuated for a wheel brake pressure regulating operation at the respective wheel brake HL or VL. Also schematically shown in fig. 1 is a control unit 180 (also referred to as electronic control unit, ECU) provided for actuating the

valve arrangement

170, 172 or 174, 176 and the brake pressure generator 132 as part of the wheel brake pressure regulating action. The control unit 180 is part of the first functional unit 180 and implements a vehicle stability wheel brake pressure regulation function such as an anti-lock braking system (ABS), an Electronic Stability Control (ESC) system, a traction control system (ASR), or an Adaptive Cruise Control (ACC) system. Of course, instead of a single control unit 180, a plurality of such control units can also be provided, which are responsible for different wheel brake pressure regulating functions (possibly in a complementary or redundant manner).

The second functional unit 120 also includes a control unit 180' that is provided separately from the control unit 180 for redundancy reasons and that also performs one or more (or all) of the vehicle stability brake pressure regulation functions described above. In addition to or alternatively to providing a separate control unit 180, 180', two redundant power supplies and/or separate power supplies may be provided for the two

functional units

110, 120. These power sources may take the form of batteries.

Anti-lock braking systems (ABS) prevent the wheels from locking during braking. In so doing, it is necessary to regulate the brake pressures in the wheel brakes VL, VR, HL, HR individually. This is achieved by sequentially adjusting the alternating build-up, hold and decompression phases as a result of appropriately actuating the

valve arrangements

170, 172 or 174, 176 associated with the wheel brakes HL and VL and possibly actuating the brake pressure generator 132.

During the pressure build-up phase, the

valve arrangements

170, 172 or 174, 176 each assume their basic position, so that an increase in the brake pressure in the wheel brakes HL and VL takes place by means of the brake pressure generator 132 (as in the case of BBW braking). For the pressure holding phase, it is only necessary to actuate the

valve

170 or 174, i.e. to switch to its blocking position. Because there is no

actuation valve

172 or 176 here, these valves remain in their blocking positions. The wheel brake HL or VL is therefore hydraulically decoupled, so that the brake pressure prevailing in the wheel brake HL or VL remains constant. During the pressure reduction phase, both the

valve

170 or 174 and the

valve

172 or 176 are actuated, i.e. the

valve

170 or 174 is switched into its blocking position and the

valve

172 or 176 is switched into its flow-through position. Accordingly, hydraulic fluid may flow from the wheel brake HL or VL towards the reservoir 122 in order to reduce the brake pressure present in the wheel brake HL or VL.

Other brake pressure regulating actions in the normal braking mode occur automatically and typically independently of driver activation of the brake pedal 130. Such automatic adjustment of the wheel brake pressure takes place, for example, in combination with traction control, which prevents the individual wheels from slipping when the vehicle is driven away, by selective braking, electronic stability control, which adapts the vehicle behavior to the driver's intention and road conditions at the adhesion limit by selective braking, or adaptive cruise control, which keeps the individual vehicle at a distance from the vehicle driving in front of it, in particular by automatic braking.

When automatic wheel brake pressure adjustment is performed, brake pressure may be established at least one of the wheel brakes HL or VL by actuating the brake pressure generator 132 by the control unit 180. The

valves

170, 172 or 174, 176 associated with the wheel brakes HL or VL assume their basic position illustrated in fig. 1 first. A fine adjustment or modulation of the brake pressure can take place by corresponding actuation of the brake pressure generator 132 and the

valves

170, 172 or 174, 176 associated with the wheel brakes HL or VL, as explained above by way of example in connection with ABS.

The adjustment of the wheel brake pressures is typically performed by the control unit 180 in dependence on one or more measured values describing the vehicle behavior (e.g. wheel speed, yaw rate, lateral acceleration, etc.) and/or one or more measured values describing the driver's intention (e.g. activation of the pedal 130, steering wheel angle, etc.). The driver's deceleration intent may be determined, for example, by a travel sensor 182 coupled to the brake pedal 130 or an input element of the master cylinder 148. Alternatively or additionally, the brake pressure generated by the driver in the brake master cylinder 148 can be used as a measurement value which describes the driver's intention, which measurement value is then detected by means of at least one sensor. To this end, in fig. 1, a separate pressure sensor 184, 184' is associated with each brake circuit i.

As explained above, the second functional unit 120 is disposed downstream of the

valve arrangements

174, 176 from the viewpoint of the electric brake pressure generator 132, and is connected between this

valve arrangement

174, 176 and the associated wheel brake VL. Specifically, the hydraulic fluid inlet of the second functional unit 120 is coupled between the outlet of the valve 174 and the inlet of the valve 176 (as viewed in the direction of flow from the pressure generator 132 to the reservoir 122).

As shown in fig. 1, the second function unit 120 includes another electric brake pressure generator 188. Another brake pressure generator 188 may be actuated by the control unit 180 'and, in the exemplary embodiment, includes an electric motor 190 and pumps 192, 192' configured, for example, as gear pumps or radial piston pumps for each of the brake circuits i.and ii. (in this case, each of the wheel brakes VL and VR, respectively). In the exemplary embodiment, each pump is shown in a position blocking flow in their delivery direction, for example by means of (optional) blocking valves at the outlet and inlet of the pumps 192, 192'. The pumps 192, 192' are each configured to draw hydraulic fluid from the reservoir 122 via the first functional unit 110. Since the speed of the electric motor 192 is adjustable, the delivery rate of the pumps 192, 192' may also be adjusted by actuating the electric motor 192 accordingly. In another embodiment, the two pumps 192, 192' may also be replaced by a single pump that works using the plunger principle (e.g. with a single-acting cylinder-piston arrangement or a double-acting cylinder-piston arrangement).

The second functional unit 120 is also designed symmetrically with respect to the brake circuits i. Furthermore, only those components of the second functional unit 120 which are associated with the first brake circuit i. (in this case the wheel brakes VL) are therefore explained in more detail below. These components include a pressure sensor 196 that enables the pressure generator 188 (and thus the pump 192) to be actuated up to a target pressure value. As explained above, the pressure evaluation and the actuation of the pressure generator 188 are performed by the control unit 180'. An optional pressure sensor (not shown) disposed on the inlet side of the second functional unit 120 may be provided to identify the application of the brakes (e.g., via the master cylinder 148) in the second functional unit 120 that the driver is activating. In this way, for example, the adaptive cruise control currently being executed by the second functional unit 120 may be interrupted to facilitate emergency braking of the vehicle until the vehicle is stopped.

If a malfunction of the first functional unit 110 is detected (for example, due to a failure of the pressure generator 132 or a leak in the region of the first functional unit 110), the second functional unit 120 can perform brake pressure generation, in particular brake pressure regulation, at the wheel brakes VL and VR in a redundant manner with respect to the first functional unit 110. For example, one or more of the following (or other) brake pressure regulation functions may be autonomously performed by the second functional unit 120: brake boosting, ABS, ESC, ASR, and ACC.

The redundancy provided by the second functional unit 120 thus enables the motor vehicle brake system 100 shown in fig. 1 to be used also for applications in the case of semi-autonomous or autonomous driving. In particular, in the case of autonomous driving applications, the master cylinder 148 and its accompanying components (e.g., the brake pedal 130 and the simulator 160) may also be omitted entirely.

The two

functional units

110, 120 share a hydraulic system (i.e. the hydraulic system of the first functional unit 110 with a reservoir 122). Thus, the second functional unit 120 also operates entirely with hydraulic fluid from the reservoir 122 and returns hydraulic fluid to the reservoir 122. Thus, in case of use of the second functional unit 120, the pump 192 draws fluid directly from the reservoir 122 via the first functional unit (and the correspondingly opened valve 176) directly via the respective inlet side attachment to the first functional unit 110.

A bypass valve 302, which in the exemplary embodiment takes the form of a two-position, two (2/2) way valve activated by an electromagnet, is connected in parallel with pump 192. In the inactive (i.e., electrically unactuated) state, the valve 302 assumes the basic position shown in FIG. 1. The basic position here means that the valve 302 assumes its flow-passing position. In this way, hydraulic fluid may be delivered from the first functional unit 110 to the wheel brakes VL and flow back to the first functional unit 110 (and reservoir 122). The valve 302 is actuated by the control unit 180'.

In the electrically unactuated state, the valve 302 assumes its blocking position in such a way that the hydraulic fluid delivered by the pump 192 is transferred to the wheel brake VL and does not escape to the first functional unit 110. However, such escape may be desired (in the flow-through position of the valve 302) as part of the pressure regulation by the second functional unit 120 (e.g. as part of the ABS control) when a brake pressure needs to be built up at the wheel brakes VL. Since in the exemplary embodiment the valve 302 in its blocking position is blocked on only one side, the brake pressure at the wheel brakes VL can still be increased by the first functional unit 110 (e.g., when the master cylinder 148 is activated in PT mode).

In addition, the second functional unit 120 includes an optional accumulator 402 that provides an additional volume of hydraulic fluid for the pump 192 to draw. The background to this storage of additional hydraulic volume is the fact that: the suction path of the pump 192 through the first functional unit 110 may not be able to provide a volume of hydraulic fluid fast enough, especially at low temperatures. Depending on the design of the

functional units

110, 120, it may also be generally desirable (possibly temperature-independent) to provide an additional hydraulic fluid volume to assist the rapid build-up of pressure at the wheel brakes VL.

In the present exemplary embodiment, accumulator 402 takes the form of a pressure accumulator, in particular a spring-loaded piston accumulator. Pressure accumulator 402 may also be a diaphragm accumulator or a piston sealed by a roller leaf air spring. The pressure accumulator 402 is arranged to enable flow communication between the inlet of the pump 192 on the one hand and the hydraulic interface of the first functional unit 110 and between the inlet of the pump and the valve 302 on the other hand. The through-flow arrangement allows for simple bleeding and allows for easy replacement of hydraulic fluid in regular service.

In other exemplary embodiments, the accumulator 402 may be a fluid accumulator in the form of a piston accumulator and without a return spring. The piston accumulator is arranged in the fluid path between the pump 192 and the valve 302 on the one hand and the first functional unit 110 and the second valve 502 on the other hand. The piston accumulator may be provided with a lip seal capable of sealing the piston against atmospheric pressure. However, as already mentioned, there is no return spring or similar element to force the piston of the piston accumulator back to its accumulator position after the piston accumulator has been partially or completely emptied. The accumulator position corresponds to a position where the piston accumulator is substantially filled with hydraulic fluid.

When the pump 192 draws hydraulic fluid from the piston accumulator, the piston of the piston accumulator moves from its accumulator position into the extraction position. In order to subsequently force the pistons back to their accumulator position from this extracted position, it is provided that the hydraulic fluid returning from the pressurized wheel brakes VL, VR towards the first functional unit 110 is able to force the pistons into their accumulator position. To this end, valve 502 is closed and valve 302 is opened so that the returning hydraulic fluid can pass into the piston accumulator. Thus, the piston is displaced against atmospheric pressure until the line leading to the first functional unit 110 (which line communicates with the cylinder of the piston accumulator) is released. A spring-loaded check valve may be provided in the line that allows hydraulic fluid to flow back to the functional unit 110, but acts to block flow in the opposite direction. The opening pressure for opening the non-return valve is selected here to be relatively low and less than 1 bar (for example 0.5 bar).

A second check valve, arranged opposite the first check valve, may be provided in another line between the first functional unit 110 and the piston accumulator, which is connected in parallel with the line between the piston accumulator and the first functional unit 110 in which the check valve is accommodated. The second check valve allows hydraulic fluid to be drawn from the first functional unit 110 through the piston accumulator by the pump 192 (and act in a blocking manner in the opposite direction). The line with the second check valve is attached to the cylinder of the piston accumulator such that it is axially offset with respect to the line with the first check valve in such a way that hydraulic fluid can be drawn from the first functional unit 110 by the cylinder in each position of its piston.

The second functional unit 120 also comprises an optionally further bypass valve 502, which is arranged in parallel with the bypass valve 302 and is switched together therewith. The valve 502, which in the exemplary embodiment takes the form of an electromagnetically activated two-position two (2/2) way valve, assumes the basic position shown in FIG. 1 in an inactive (i.e., non-electrically actuated) state. As with valve 302, the base position means that valve 502 assumes its flow-passing position. The valve 502 may be actuated by the control unit 180.

Therefore, even in the event of an erroneous closing of the bypass valve 302 or a through-flow accumulator 402 blocking failure, the hydraulic pressure at the wheel brakes VL can be reduced via the opening valve 502. Furthermore, the flow resistance from the first functional unit 110 to the wheel brake VL is reduced by the two

valves

302 and 502 being switched in parallel, so that in the event of a demand for a rapid build-up of pressure at the wheel brake VL, the so-called "time to lock" of the wheel brake VL is also reduced. It should be understood that the situation is similar for the wheel brakes VR. In general, all statements made in connection with the exemplary embodiments with regard to the wheel brakes VL also apply to the wheel brakes VR, due to the symmetrical design of the brake system 100.

According to the exemplary embodiment of fig. 1, only two front wheel brakes are connected to the second functional unit 120. In other exemplary embodiments, all four wheel brakes VL, VR, HL, HR are connected to the second functional unit 120. The second functional unit 120 can then carry out a brake pressure build-up (in particular a brake pressure regulation) at all these wheel brakes VL, VR, HL, HR. For this purpose, for example, the hydraulic fluid inlet of the second functional unit 120 for the left rear wheel HL can be coupled between the outlet of the valve 170 and the inlet of the valve 172 (viewed in the flow direction from the pressure generator 132 to the reservoir 122).

Fig. 1 first illustrates the hydraulic layout of the brake system 100, while the electronic layout of the brake system 100, in particular the electrical actuation of some components incorporated in the brake system 100, will now be described in detail with reference to fig. 2. Like reference numerals designate identical or corresponding parts. It should be noted that the electronic layout illustrated in fig. 2 may also be used in a different braking system than the braking system 100 shown in fig. 1.

First, fig. 2 again shows the distribution of the different components of the brake system 100 with respect to the first functional unit 110 and the second functional unit 120. The hydraulic components of the first functional unit (e.g., the valves of the first functional unit and the brake pressure generator 132) are combined to form a first hydraulic system HS1. In the same way, the respective components of the second functional unit 120 (e.g., the valves of the second functional unit and the brake pressure generator 188) are combined to form the second hydraulic system HS2. The two valves 170, 170' of the hydraulic system HS1 and the pressure sensor 196 of the hydraulic system HS2 are highlighted, as will be explained in more detail below.

In each case, the relevant software functions are highlighted for the control units 180, 180'. Accordingly, the microprocessor system of the control unit 180 is designed to implement the software functions of the primary braking system 180A, the stability control system 180B, and the actuator control system 180C. Similarly, the microprocessor of control unit 180 'is designed to implement the software functions of primary braking system 180' A, stability control system 180'B and actuator control system 180' C. The function of the primary braking systems 180A, 180' A is designed to actuate the hydraulic systems HS1 and HS2 in conjunction with normal braking action. The functionality of stability control systems 180B, 180' B allows, among other things, the actuation of the respective associated

brake pressure generators

132 and 188 in conjunction with vehicle stability brake pressure regulation (as already explained with reference to fig. 1). Finally, the functionality of the actuator control system 180C, 180' C allows for electrical actuation of both parking brake actuators EPB1 and EPB2. These parking brake actuators EPB1, EPB2 are shown in fig. 2 in each case in combination with an associated hydraulic wheel brake HL or HR to form a single wheel brake unit.

Furthermore, a plurality of sensors of the braking system 100 are illustrated in fig. 2. In addition to the pedal travel sensor 182 and the pressure sensor 196, which have already been explained with reference to fig. 1, the brake system 100 also comprises four

wheel sensors

202, 204, 206, 208. The

wheel sensors

202, 204, 206, 208 are each associated with one of the four vehicle wheels and allow a corresponding wheel speed or wheel speed to be determined. The acceleration sensor 210 detects the longitudinal acceleration ax of the vehicle and when the brake pedal 130 is activated, the brake light switch 212 generates a brake light signal in a known manner.

The braking system 100 further comprises a plurality of switching devices U1, U2, U3. The two switching devices U1, U3 are part of the first functional unit 110 and may also be integrated into the control unit 180. The switching device U2 is part of the second functional unit 120 and may also be integrated into the control unit 180'.

Various aspects related to the actuation of the parking brake actuators EPB1, EPB2 by the control unit 180' are explained below. As already mentioned, the secondary control unit 180 'is capable of selectively or together actuating the brake pressure generator 188 (by means of the primary brake function 180' a or the stability control function 180 'b) and one or both of the park brake actuators EPB1, EPB2 (by means of the actuator control system function 180' c). In general, one or both of the parking brake actuators EPB1, EPB2 are actuated by the control unit 180' in the standby system, i.e. in case of a failure of the first functional unit 110 (e.g. in case of a failure of the control unit 180). In particular, one or both of the parking brake actuators EPB1, EPB2 may be actuated in order to initiate, increase or decrease the deceleration of the vehicle or in order to increase or decrease the wheel speed of the respective wheel. Characterized in that the vehicle is in motion (e.g. at a speed exceeding 10 km/h) when one or both parking brake actuators EPB1, EPB2 are actuated by the control unit 180'. In addition, in many embodiments, the control unit 180' may actuate both parking brake actuators EPB1, EPB2 even when the vehicle is stopped. This enables a regular parking brake action to park the vehicle even in case of failure of the first functional unit 110.

The following describes various situations how one or both of the parking brake actuators EPB1, EPB2 are actuated by the control unit 180', together with or independently of the brake pressure generator 188, in case of a malfunction of the first functional unit 110.

The first actuation profile involves ABS control at one or both wheels of the front axle and at one or both wheels of the rear axle. To perform ABS control at the front wheels as a backup system, brake pressure generator 188 (and/or other components of hydraulic system HS 2) is activated by stability control function 180' B. In this way, the respective wheel slip can be controlled with the wheel brake VL of the front left wheel and/or the wheel brake VT of the front right wheel. This slip regulation by the stability control function 180' B is based on the front wheel speeds provided by the two

wheel sensors

202, 204.

Since the brake pressure generator 188 according to the hydraulic layout shown in fig. 1 is not able to build up brake pressure at the rear wheel brakes HL, HR, slip regulation at both rear wheels is performed by actuating one or both of the parking brake actuators EPB1, EPB2 by the control unit 180'. Slip regulation is performed by the stability control function 180' B based on the rear wheel speeds received from the

wheel sensors

206, 208. Based on the assessment of rear wheel speed, the stability control function 180'B then generates an actuation signal for the actuator control system 180' C which in turn is capable of actuating the park brake actuators EPB1, EPB2 individually or together. It should be noted that such slip regulation at the rear wheels is still possible even in the event of a failure of the hydraulic system HS2.

The second actuation scenario for vehicle stability braking force adjustment is oversteer adjustment in conjunction with ESC intervention. When the oversteering tendency of the vehicle starts, the front wheels pointing in the direction of the deviation of the vehicle are actively braked there. In the event of a failure of the first functional unit 110, the braking may be performed by the second functional unit 120. For this purpose, the stability control function 180'b of the control unit 180' actuates the hydraulic system HS2, in particular the brake pressure generator 188 (see fig. 1), in a suitable manner in order to build up brake pressure at the front wheel brakes VL, VR concerned. In this regard, the sensor signals evaluated by the stability control function 180' b relate to, for example, vehicle yaw rate, vehicle lateral acceleration and/or steering angle. If an electric parking brake actuator is also integrated at the front wheels, the stability control function 180'B may also actuate the actuator control system via actuator control system 180' C to effect oversteer modulation by braking the respective front wheels.

The third actuation scenario for vehicle stability braking force adjustment in the event of a failure of the first functional unit 110 is understeer adjustment. When the vehicle begins to understeer, the inboard rear wheels are typically actively braked, among other measures. Since the second functional unit 120 cannot establish brake pressure at the rear axle by the brake pressure generator 188 (see fig. 1), the parking brake actuators EPB1, EPB2 of the inboard rear wheels are activated by the stability control function 180'b and the actuator control system 180' c for understeer regulation. As already explained above in connection with the oversteer adjustment, for this purpose the stability control function 180' B processes sensor signals relating to the yaw rate, lateral acceleration and/or steering angle of the vehicle.

A fourth actuation situation in the event of a failure of the first functional unit 110 relates to a common brake force lift of the EPB2 by means of the brake pressure generator 188 and by means of the parking brake actuator EPB1, EPB2 in the event of the driver being in PT mode or otherwise (for example in the case of a different configuration of the brake system 100) directly responsible for the build-up of brake pressure at the wheel brakes. This fourth actuation scenario also includes a situation in which the driver intervenes in the ongoing braking action initiated by the second functional unit 120.

To assist the driver, in the fourth actuation situation, the brake pressure at the front wheels is raised by the brake pressure generator 188 in proportion to the driver's intention. In this regard, the slip of the front wheels may also be conditionally adjusted, in particular by appropriately actuating the brake pressure generator 188 in such a way that the elevated brake pressure is always below the slip limit (i.e. by lowering the elevation factor). However, such conditional slip regulation is only possible if the non-elevated driver pressure is still below the lock-up limit.

Similarly, the braking force intended by the driver can also be boosted at the rear axle by means of the parking brake actuators EPB1, EPB2. To this end, a brake force portion proportional to the driver demanded brake pressure is generated by controlled closure of the parking brake actuators EPB1, EPB2 by a base brake function 180'A and an actuator control system 180' C.

Fig. 3 shows in a schematic view how the hydraulic pressure generated by the driver is raised by means of the parking brake actuators EPB1, EPB2 in the event of a failure of the first functional unit 110. The parking brake actuators EPB1, EPB2 are activated by the primary brake function 180' a when a driver demand for vehicle deceleration at the brake pedal 130 is detected (e.g., in PT mode or a different mode of operation). For this purpose, the signals of the pedal travel sensor 182 or of the brake light switch 212 can be evaluated.

In the example shown in fig. 3, focus is on the signal of the stop lamp switch 212. Here, the electrically assisted target value is calculated on the basis of the measured vehicle longitudinal deceleration ax _ mess. To this end, the primary brake function 180' A evaluates the respective signal of the acceleration sensor 210. Thus, the required deceleration portion ax _ soll _ EPB (n) due to the parking brake actuators EPB1, EPB2 at time n is calculated based on an iterative algorithm. In particular, the following algorithm may be used in this regard, for example:

ax_hydr(n-1)＝[ax_mess(n-1)-ax_EPB(n-1)]

ax_soll_EPB(n)＝ax_hydr(n-1)*EPB_Gain，

where ax _ hydr (n-1) is the hydraulic pressure deceleration portion calculated, for example, based on the pressure signal of sensor 196, ax _ mess (n-1) is the vehicle deceleration at time n-1, and EPB _ Gain is the lift factor. The iterative algorithm is illustrated in fig. 3. It can clearly be seen that in each case the measured total deceleration ax _ mess consists of a hydraulic deceleration portion and a deceleration portion due to the activation of the parking brake actuators EPB1, EPB2. In order to take into account any downhill momentum that may be present and may distort the measurement of the acceleration sensor 210, the slope value present in the output signal of the acceleration sensor 210 may be compensated. The slope value may be compensated for, for example, using the measured tilt angle.

The actuation of the parking brake actuators EPB1, EPB2 illustrated in fig. 3 may be performed according to a slip regulation. In this respect, the lifting factor EPB _ Gain may be reduced, for example, as the case may be, in such a way that the locking limit of the relevant wheel is not exceeded. However, such a procedure is only successful if the driver pressure at the rear wheel brakes HL, HR, which is not elevated, is below the wheel locking limit. However, if the non-elevated driver pressure reaches or exceeds the lock-up limit, another slip regulation measure must be taken. In the present exemplary embodiment according to fig. 1 and 2, in particular, for increased stability in this case, it is provided that the rear axle isolation valves 170, 170' are actuated by the second functional unit 120 in order to limit the rear axle brake pressure generated by the driver for slip regulation. Due to a failure of the first functional unit 110, the valves 170, 170' can normally no longer be closed by the control unit 180.

In order to enable the valves 170, 170 'to be closed by the control unit 180' in case of failure of the control unit 180, a switching device U3 is provided (see fig. 2). The switching device U3 takes the form of a transistor-based switching device and, depending on the functionality of the first functional unit 110, selectively couples the control unit 180 of the first functional unit 110 or the control unit 180 'of the second functional unit to the two valves 170, 170' in order to enable actuation of these valves 170, 170 'by the respective control unit 180 or 180', respectively. For this purpose, a separate actuation line may be provided between the control unit 180' and the switching device U3. The switching of the switching device U3 between the control unit 180 and the control unit 180 'may be initiated by the control unit 180' or another component (e.g. the control unit 180) capable of detecting a failure of the first functional unit 110.

In the event of a failure of the first functional unit 110, one or both of the valves 170, 170 'are actuated by the stability control function 180' b and dependent upon the speed of the associated rear wheel, which is detected by the

respective sensors

206, 208. In this regard, the stability control function 180' B may use a conventional ABS control algorithm to prevent the corresponding rear wheels from locking.

In the above-described exemplary embodiment, the driver-generated brake pressure is limited by the control unit 180 'closing one or both of the valves 170, 170'. Of course, it is also possible in the same way to limit the erroneous brake pressure generated by the brake pressure generator 132, for example in the event of an accident.

In addition to switching device U3, two further switching devices U1, U2 are integrated into brake system 102. These further switching devices U1, U2 allow the brake pedal travel sensor 182 to be selectively coupled to the control unit 180 of the first functional unit 110 or to the control unit 180' of the second functional unit 120 depending on the functionality of the first functional unit 110.

The switching function explained below with reference to the switching device U1 and the (optional) switching device U2 is not limited to the brake pedal stroke sensor 182. Rather, these switch functions may additionally or alternatively be provided for one or more other sensors (e.g.,

wheel sensors

202, 204, 206, 208, acceleration sensor 210, or brake light switch 212). The advantage of the switching function proposed here is that one sensor can be provided for both

functional units

110, 120. Thus, the sensors themselves need not be implemented in a redundant manner.

Thus, in the event of a failure of the first functional unit 110, the switching device U1 allows to couple the pedal stroke sensor 182 (and/or another sensor) to the second control unit 180'. Then, the output signal S _ Ped _ exterior of the sensor 182 is fed from the switching device U1 to the control unit 180' of the second function unit 120 via a separate line. More precisely, the signal of the switching device U2 is transmitted to the functional unit 120. This switching device U2 (or another component of the second functional unit 120) is designed to couple the output of the switching device U1 (and thus the corresponding sensor signal) to the second control unit 180' depending on the functionality of the first functional unit 110. In other words, the switching device U1 is actuated, in particular switched, by the second functional unit 120.

The switching device U2 is therefore designed to couple the signal of the pedal travel sensor 182 to the actual processing electronics (e.g. a microprocessor) depending on the first functional unit 110. The switching means U2 may be integrated together into the electronics module of the second control unit 180'. In the same way, the switching device U1 can be integrated together into an electronic module of the control unit 180.

The switching device U1 or another switching device is also designed to selectively couple the sensor 182 (and/or another sensor) to the first power source or a second power source other than the first power source. Here, a first power supply is associated with the first functional unit 110 and a second power supply is associated with the second functional unit 120. The corresponding switching of the power supply can in turn be effected by the switching means U2. For this purpose, two power supply lines extend from the switching device U2 to the switching device U1.

Due to the provision of the switching device U1 and the switching device U2, the signal of the pedal stroke sensor 182 (and/or of the further sensor) is available in the second functional unit 120 for a backup system even in the event of a failure of the power supply of the first functional unit 110 or in the event of a failure of the control unit 180. If the switching device U1 itself no longer functions properly, for example due to water penetration or mechanical damage to the electronic module, the pedal travel signal must be discarded. However, the second functional unit 120 may alternatively be assisted by other sensors, for example a pressure sensor 196, in order to detect a corresponding driver braking intention. In the event of a failure of another part of the first functional unit 110 (for example, the hydraulic system HS 1), the transmission of the sensor signal from the first functional unit 110 to the second functional unit 120 CAN also take place via a vehicle bus (for example, the CAN bus indicated in fig. 2) if the control unit 180 continues to operate.

In general, the redundancy created by the second functional unit 120 provides a technical safety improvement, which makes the brake system 100 proposed herein suitable for example also for applications of autonomous driving or semi-autonomous driving (e.g. in RCP mode). In particular, in case the first functional unit 110 fails and the driver does not have any intervention at the (optional) brake pedal 130, it is still possible to safely stop the vehicle by means of the second functional unit 120 (and possibly also the parking brake actuators EPB1, EPB 2), i.e. including the vehicle stability brake pressure regulation that may be required.

Furthermore, a functional defect of the first functional unit 110 can be detected, for example, in the event of a failure of a separate energy supply of the first functional unit 110 (in particular for the electrical voltage generator 132). If in this state it is detected that a brake pressure regulation is required at one of the wheel brakes VL and VR (for example ESC intervention is required), this is then done by the second functional unit 120 (and possibly the parking brake actuators EPB1, EPB2 are used), which is provided with a separate energy supply.

In another example, a failure of the first functional unit 110 (e.g., a mechanical failure of the transmission 142 of the pressure generator 132) may cause the vehicle to be immediately and automatically braked to a stop. If ABS control is required during this braking action, it is performed by the second functional unit 120 (and possibly the parking brake actuators EPB1, EPB 2).

Claims

1. A hydraulic motor vehicle braking system (100) comprising:

a first sensor device (182) designed to generate a sensor signal;

a first functional unit (110) having:

at least one first electric brake pressure generator (132) by means of which a brake pressure can be generated in each case at a wheel brake (VL, VR, HL, HR); and

a first control system (180) designed to actuate said at least one first electric brake pressure generator (132) based on said sensor signal;

a second functional unit (120) having:

at least one second electric brake pressure generator (188), by means of which a brake pressure can be generated in each case at a subset of the wheel brakes (VL, VR, HL, HR); and

a second control system (180') designed to actuate said at least one second electric brake pressure generator (188) based on said sensor signal in the event of a failure of said first functional unit (110);

a first switching device (U1) designed to selectively couple the first sensor device (182) to the first control system (180) or the second control system (180') depending on the functionality of the first functional unit (110); and

a second switching device (U2) designed to couple the first switching device (U1) to the second control system (180') depending on the functionality of the first functional unit (110), wherein the first functional unit (110) comprises a first electronic module into which the first control system (180) and the first switching device (U1) are integrated, and

wherein the second functional unit (120) comprises a second electronic module into which the second control system (180') and the second switching device (U2) are integrated.

2. The braking system (100) of claim 1,

the first switching device (U1) is designed to couple the first sensor device (182) to the second control system (180') in the event of a failure of the first functional unit (110).

3. The braking system (100) of claim 1,

the second switching device (U2) is designed to decouple the first switching device (U1) from the second control system (180') in the event of a failure of the first functional unit (110).

4. The braking system of claim 1,

the first switching device (U1) and/or the second switching device (U2) are designed to selectively couple the first sensor device (182) to a first power source or a second power source.

5. The braking system (100) of claim 1 or 2,

a hard-wired line is provided that couples the first switching device (U1) to the second functional unit (120).

6. The braking system (100) of claim 1 or 2,

the first sensor device (182) is designed to detect a parameter associated with the activation of the brake pedal (130).

7. The braking system (100) of claim 6,

the first sensor arrangement comprises at least one brake pedal travel sensor (182).

8. The braking system (100) of claim 1 or 2,

the first sensor arrangement (182) comprises at least one wheel sensor (202, 204, 206, 208).

9. The braking system (100) of claim 1 or 2,

the first control system (180) is designed to actuate the first electric brake pressure generator (132) on the basis of the sensor signal in order to boost the hydraulic pressure generated by the driver in the master cylinder (148) by means of the brake pedal (130); and/or

The second control system (180') is designed to actuate the second electric brake pressure generator (188) on the basis of the sensor signal in order to raise the hydraulic pressure generated by the driver in the master cylinder (148) by means of the brake pedal (130).

10. The braking system (100) of claim 1 or 2,

the first control system (180) is designed to activate the first electric brake pressure generator (132) on the basis of the sensor signal for vehicle stability brake pressure regulation; and/or

The second control system (180') is designed to actuate the second electric brake pressure generator (188) on the basis of the sensor signal for vehicle stability brake pressure regulation.

11. The braking system (100) of claim 1 or 2,

the brake system is designed to actuate the first electric brake pressure generator (132) or the second electric brake pressure generator (188) using a sensor signal of a second sensor device (196) instead of the sensor signal of the first sensor device (182) in the event of a failure of the first switching device (U1).